Rotary engine

ABSTRACT

A rotary engine which may be driven by pressure fluid such as compressed air, steam or hydraulic fluid under pressure comprising an integral rotor rotatably mounted in a housing. The rotor has forward and reverse vanes machined or cast thereon, which vanes are uniform in depth from the ends of the rotor to the center thereof where they terminate. Appropriate grooves are formed in the wall of the housing to admit fluid under pressure to the forward and reverse ends thereof, and an exhaust groove is formed in the wall of the housing running the full length thereof to provide a common exhaust groove for the fluid admitted to both the forward and reverse ends of the rotor. An accelerator valve is provided for regulating the admission of pressure fluid, and a forward and reverse valve is provided between the accelerator valve and the housing which may be actuated by an appropriate lever or petal to direct the pressure fluid to either the forward or reverse end of the rotor.

Elite States Post [451 Sept. ii, 1973 l ROTARY ENGINE 22 1 Filed: Mar. 17, 1972 2] Appl. No.: 235,727

Related US. Application Data [63] Continuation-impart of Ser. No. 20,194, May 11,

1970, abandoned.

Primary Examiner-Henry F. Raduazo Attorney-l-loward E. Moore et al.

[57] ABSTRACT A rotary engine which may be driven by pressure fluid such as compressed air, steam or hydraulic fluid under pressure comprising an integral rotor rotatably mounted in a housing. The rotor has forward and reverse vanes machined or cast thereon, which vanes are uniform in depth from the ends of the rotor to the center thereof where they terminate. Appropriate grooves are formed in the wall of the housing to admit fluid under pressure to the forward and reverse ends thereof, and an exhaust groove is formed in the wall of the housing running the full length thereof to provide a common exhaust groove for the fluid admitted to both the forward and reverse ends of the rotor. An accelerator valve is provided for regulating the admission of pressure fluid, and a forward and reverse valve is provided between the accelerator valve and the housing which may be actuated by an appropriate lever or petal to direct the pressure fluid to either the forward or reverse end of the rotor.

2 Claims, 6 Drawing Figures ROTARY ENGINE CROSS REFERENCE TO RELATED APPLICATIONS This application is a continuation-in-part of copending U.S. Pat. application for patent of Daniel Herman Post, Ser. No. 20,l94, filed May I l, 1970, entitled "ROTARY STEAM ENGINE" now abandoned.

BACKGROUND OF INVENTION Rotary engines driven by pressure fluids such as compressed air or steam have heretofore been proposed. However, such rotary engines either employed continuous spiral vanes or grooves extending entirely around the rotor, representative of which are the references cited in the foregoing recited co-pending application of applicant herein.

Development of rotary engines has accelerated in recent years due to pollution problems brought about by the rapidly increasing population of automobiles employing internal combustion engines which release an undue amount of polluting gases and fumes into the atmosphere. Pursuant to such efforts rotary engines have been devised driven by combustible fuels with: reduced emission of air pollution materials into the atmosphere. However, such efforts only partially alleviate the problem and air pollution is only reduced thereby and not eliminated.

The present invention is intended to provide an engine which is efficient and capable of delivering power sufficient to propel automobiles and other vehicles, and to provide other power applications, which operates on compressed air, steam, liquidlunder pressure or other inert fuels which does not emit nauseous and air polluting material into the atmosphere.

SUMMARY AND OBJECTS OF THE INVENTION This invention provides a totally pollution free engine primarily intended as motive power for vehicles such as automobiles. It is simple in construction in that the only,

.wardly at an angle tothe surface to provide a spiral groove in thesurface .ofthe rotor to receive the pressure of injected pressure fluid to impart rotation to the rotor. The vanes on opposite ends of the rotor have reverse faces thereon so that pressure fluid injected into the housing at one end will cause rotation in one direction for forward motionof the vehicle and-pressure fluid injected into the housing at the other end will cause reverse or counterrotation of the rotor to move the vehicle in reverse direction. The forward inlet port and reverse inlet port for pressure fluid is provided at one end wall of the chamber, which communicate with the channels formed on the inner surface of the housing, communicating with the forward and reverse ends of the rotor respectively. A common discharge is provided on the inner surface of the housing opposite the inlet channels to discharge fluid from the chamber which has been injected thereinto to rotate the rotor. An appropriate drive shaft is provided to extend through an end wall of the housing which is rotated by the rotor, which in turn is connected through an appropriate transmission to the wheels of the vehicle to drive same. An accelerator valve is provided for controlling the admission of pressure fluid, and between same and the housing is a two-way valve operated by a suitable control, such as a foot pedal, in the vehicle to selectively direct fluid to the forward or rear drive portion of the rotor.

It is therefore the primary object of the invention to provide a rotary engine which may be operated on nonpolluting fuel such as steam, compressed air, or hydraulic fluid under pressure.

Still another object of the invention is to provide a rotary engine having an integral rotor with reverse and forward spiral vanes on opposite ends thereof arranged to receive fluid under pressure to rotate same.

Another object of the invention is to provide a rotary engine having a rotor with spiral vanes on the outer surface thereof which are uniform in depth from the outer end to the central portion thereof to impart a rotary motion to the rotor when pressure fluid is exerted against the face of said vanes. I

. Still another object of the invention is to provide spiral vanes on opposite ends of a rotor which have faces thereon facing in opposite directions so that upon admitting pressure fluid to the opposite ends of said rotor same will be caused to rotate in opposite directions.

Still another object of the invention is to provide control means for accelerating and controlling the speed of rotation of the rotor, and means for selectively admitting pressure fluid to the .forward or rear ends of the housing for said rotor to cause forward or reverse rotation of the rotor.

Other and further objects of the invention will become apparent upon reading the detailed specification hereinafter following by referring to the drawing annexed hereto.

DESCRIPTION OF DRAWING A suitable embodiment of the invention is shown on the attached drawing wherein;

FIG. I is a perspective view of the rotary motor and line IV-IV of FIG. III;

FIG. Vis a transverse sectionalview taken along the 1 line V-V of FIG. III; and

FIG. VI is a transverse sectional view taken along the line VI-Vl of FIG. Ill.

DESCRIPTION OF A PREFERRED EMBODIMENT A suitable embodiment of the invention is shown in the attacheddrawing wherein numeral references indicate like parts throughout the various figures of the drawing.

Numeral 1 indicates a hollow cylindrical housing having a bore 1a therein. The housing 1 may be mounted on a suitable base such as the frame'of an automobile by the mounting legs 2, bolt receiving passages 2a therein.

A solid metallic rotor 3 is rotatably mounted in the having appropriate I housing 1.

The rotor 3 has forward and reverse spiral vanes 4 and 5, respectively, machined, cast or otherwise formed on the outer surface thereof. The vanes 4 and 5 are of identical construction except that the faces thereof are turned in opposite directions so that when fluid pressure is exerted thereagainst the rotor will rotate in opposite directions. Each vane 4 or 5 originates at the outer end of the rotor 3 and is uniform in depth to the termination point thereof at the circumferential separation ring 6, which is a continuous separation surface of the same circumference as the rotor and which slidingly engages the inner surface of the bore la to separate fluid communication between forward vanes 4 and reverse vanes 5. As will be seen in FIGS. IV and VI the leading faces 7 and 8 of the forward and reverse vanes 4 and 5 respectively, are formed at an acute angle with reference to the central axis of the rotor 3 so as to provide substantially V-shaped spiral grooves which are uniform in depth from the outer end of the rotor until they terminate at the central separation ring 6. The outer edges of the vanes 4 and 5 slidably engage the inner surface of the bore la so as to separate fluid pressure exerted against the respective forward and reverse vanes as they rotate.

The drive shaft 9 is secured to one end of the rotor 3 which has engaging splines 10a thereon to which a gear or other driving element can be attached.

The drive shaft 9 rotatably extends through a suitable bearing 11 which is mounted in a hollow hub 11a formed integrally with an end plate 12, secured to the outer end of the housing 1 by means of machine screws 13 which extend through appropriate holes 13a provided in the end plate 12 and threadedly engaged in threaded bores 13b provided in the end of the housing 1.

A stub shaft 14 is secured to the opposite end of the rotor 3 and is rotatably mounted in a bearing 15 mounted in a hub 16 which is integrally secured to the end plate 17. End plate. 17 is secured to the end of the housing 1 by means of appropriate machine screws 18.

A channel 19 is formed in the inner surface of the bore la of housing 1 and extends approximately midway of the length thereof and terminates adjacent the central dividing ridge 6 so that pressure fluid injected into the channel 19 will apply force to the faces 7 of forward vanes 4 in a clockwise direction, as illustrated in F [6. IV. it will be noted in FIG. IV that the channel 19 is slanted angularly inwardly toward the'faces 7 of the vanes 4 in order to impart fluid force directly into the groove formed by the'angularly disposed faces 7, so as to concentrate the force of such fluid thereon.

A passage 20 is formed through the wall of the housing 1 which is separated from communication with the forward vanes 4, and terminates at the other edge of the separation ring 6. The passage 20 communicates with a groove 21 formed along the inner wall of the bore la of housing 1, which is in open communication with the reverse vanes 5. Asshown in FIG. VI the pas sage 20 and channel 21 are diametrically spaced on opposite sides of the rotor 3 and the channel 21 is angularly disposed inwardly so as to discharge pressure fluid directly against the angularly disposed surfaces 8 of reverse vane 5 so that when fluid pressure is discharged against the faces 8 counterclockwise rotation is imparted to the rotor 3 to impart reverse movement of the vehicle in which the rotary engine is mounted.

A fluid return discharge passage 22 is formed along the surface of the bore 1a of housing 1, and extends the entire length thereof so as to provide a common discharge passage for fluid injected against both the forward vane 4 and reverse vanes 5 in the manner which will be hereinafter described.

A fluid inlet line 23 admits pressure fluid to the channel 19 through a fitting 24, threadedly engaged in a pas sage 25 extending through the end plate 11 so as to admit pressure fluid through the passage 19 against the surfaces 7 of forward vanes 4.

A fluid inlet line 26 communicates with passage 20 and channel 21 through a fitting 27 threadedly engaged in the end plate 11 so as to admit fluid pressure to the faces 8 of the vanes 5 to impart reverse rotation to the rotor 3.

The rotor 3 may be driven by different types of fluid under pressure such as steam, compressed air or hydraulic fluid. the supply line 32, connected to a suitable source of pressurized fluid 30, communicates with the accelerator valve 33 which regulates the extent of fluid pressure supplied to the engine. The opening and closing of the valve 33 is controlled through a linkage 34 and a rod 35 which in turn is attached to an appropriate control, such as a hand lever or pedal inside the drivers compartment. For instance, forward movement of the rod 35 will open the valve 33, and as in a conventional accelerator the pedal or lever can be spring biased so that by releasing pressure on the pedal or lever the valve 33 will be automatically closed. The extent of pressure on the pedal or lever will control the depression thereof and thereby the acceleration of the engine. The accelerator valve 33 communicates with the twoway forward and reverse shifting valve 36, of conventional construction. The valve 36 is controlled by a lever 37 through a control rod 38. The valve 36 is closed in vertical position. If the lever 37 is-moved forwardly the valve 36 would be placed in communication with the forward supply line 23 which would admit the fluid to the channel 19 and to the faces 7 of the vanes 4 to impart clockwise rotation to the rotor 3 which, through the drive shaft 9, and appropriate transmission (not shown) propels the vehicle in forward direction.

If the lever 37 is moved past the midpoint rearwardly of the position shown in FIG. I fluid communication would be established from accelerator valve 33 and inlet-line 26 to supply pressure fluid to passage 20 and channel 27 to supply pressure fluidto the faces 8 of the vanes 5 to impart a counterrotative movement to the rotor 3 and to the drive shaft 9, to thereby move the vehicle in a reverse direction.

Preferably the rotor 3 will be machined to a tolerance of 0.004 inch clearance with reference to the bore 1a so that there is an absence of metal to metal contact, eliminating friction and the need for lubrication or cooling equipment found in conventional automobiles and other vehicles. The rotor 3 can thus be made of ordinary steel, no special alloys being required to compensate for heat or friction, thereof.

thereby reducing the cost OPERATION AND FUNCTION The operation and function of the rotary engine hereinbefore described is as follows:

The engine 1 may be mounted at the desired place on the vehicle, either front or rear, and is appropriately secured'to the frame thereof by mounting lugs 2. Conventionally the engine would be mounted forwardly of the driver's compartment and therefore controls would be disposed inside the driver's compartment, either hand operated levers or foot operated pedals for actuating the accelerator 33 and the forward and reverse control valve 36.

Assuming that the rearmost position of the control 35 operating the acceleration 33 causes the accelerator valve 33 to be in a closed position, cutting off supply of pressure fluid to the forward and reverse control 36, and that the central or neutral position of the control 37 is the vertical position thereof; in order to cause the vehicle to move forwardly, the lever 37 would be moved forwardly to place the supply line 23 in communication with the forward vanes 4 through the channel 19 to thereby rotate the rotor 3 in a clockwise direction to move the vehicleforwardly. The speed of the vehicle may be regulated by the extent of the opening of the accelerator valve 33 through the actuating rod 35. To stop the vehicle valve 33 is moved to closed position through the rod 35, and the lever 37 is moved to a neutral position thereby cutting off the supply of fluid to the supply lines 23 and 26.

To move the vehicle in reverse direction the lever 37 is moved rearwardly, from upright neutral position and accelerator valve 33 is opened, by moving control rod 35 forwardly thereby supplying fluid through the supply line 26, passage 20 and channel 21 to the reverse vanes 5 to thereby rotate the rotor 3 in a counterclockwise direction to impart reverse motion to the vehicle.

Fluid under pressure is discharged from the slanted grooves 19 and 21 directly against the angular faces 7 and 8 of the vanes 4 and 5, depending upon the position of valve 36. Fluid pressure is exerted directly against the faces 7 or 8 of the vanes and is exerted first against the outer ends of the groove formed by said vanes and progressively toward the divider ring 6 to impart smooth rotation to the rotor. Such pressure is consecutively applied to the vanes 4 or 5 as the rotor rotates and as each such vane passes the channel 19 or 21. Upon passing the discharge channel 22 the fluid pressure behind each vane 4 or 5 is discharged through the discharge channel 22 and outwardly through an exhaust nipple 22a communicating therewith through the end wall 11. Steam or compressed air employed can be discharged to the atmosphere, preferably through an appropriate muffler (not shown) connected to nipple 22a.

It will be noted that the spacing of the spiral vanes on the rotor with reference to the channels 19 and 21 is such that as fluid pressure is applied to a vane the adjacent vane in the direction of rotation has come into communication with the exhaust passage 22 so that fluid pressure is applied to a vane at the exact moment that the vane adjacent to it in the direction of rotation discharges, thereby providing smooth rotation of the rotor with no pulsations or vibrations.

By way of illustration dimensions for an engine for propelling an automobile would be a rotor having a diameter of 12 inches and a length of 24 inches with spiral vanes approximately 3 inches wide and one-half inch deep.

It will be understood that other and further embodiments of the invention may be devised without departing from the spirit and scope of the appended claims.

Having described my invention, I claim:

1. In a rotary engine, a housing having a cylindrical bore therein; a rotor rotatably disposed in the cylindrical bore; a continuous cylindrical ring provided about the rotor centrally thereof in the bore; a plurality of equally spaced spiral vanes provided on opposite ends of the rotor and terminating at said ring; said vanes-on opposite ends having oppositely facing faces thereon; a first groove formed in the surface of the bore terminating adjacent the'ring and communicating with one end of the rotor; a passage in the wall of the housing extending longitudinally thereof and terminating adjacent the other side of the ring and being circumferentially spaced from the first groove; a second groove in the surface of the bore communicating with the passage terminating adjacent the said other side of the ring and communicating with the other end of the rotor; a common discharge channel extending longitudinally the full length the inner surface of the bore in communication with both ends of the rotor and being spaced circumferentially from the first and second grooves; and valve means selectively positionable to admit fluid either to the first or second groove.

2. The combination called for in claim 7 wherein the first and second grooves are diametrically spaced on opposite sides of the bore, the discharge channel is spaced from the grooves, and the vanes are so spaced on the rotor that as a vane comes into communication with a groove the adjacent vane in the direction of rotation of the rotor moves into communication with the discharge channel. 

1. In a rotary engine, a housing having a cylindrical bore therein; a rotor rotatably disposed in the cylindrical bore; a continuous cylindrical ring provided about the rotor centrally thereof in the bore; a plurality of equally spaced spiral vanes provided on opposite ends of the rotor and terminating at said ring; said vanes on opposite ends having oppositely facing faces thereon; a first groove formed in the surface of the bore terminating adjacent the ring and communicating with one end of the rotor; a passage in the wall of the housing extending longitudinally thereof and terminating adjacent the other side of the ring and being circumferentially spaced from the first groove; a second groove in the surface of the bore communicating with the passage terminating adjacent the said other side of the ring and communicating with the other end of the rotor; a common discharge channel extending longitudinally the full length the inner surface of the bore in communication with both ends of the rotor and being spaced circumferentially from the first and second grooves; and valve means selectively positionable to admit fluid either to the first or second groove.
 2. The combination called for in claim 7 wherein the first and second grooves are diametrically spaced on opposite sides of the bore, the discharge channel is spaced 90* from the grooves, and the vanes are so spaced on the rotor that as a vane comes into communication with a groove the adjacent vane in the direction of rotation of the rotor moves into communication with the discharge channel. 